Redelivery Considerations in Aircraftt Operating Leases - V1

By: Shannon Ackert
Abstract

A commercial aircraft operating lease sets forth processes for redelivery of the aircraft upon lease
expiry in an effort to ease transferability of the asset to a new lessee. These processes consist of
inspecting the aircraft and related documentation to confirm that the lessee has fulfilled its obligation
to return the aircraft to the lessor in accordance with the redelivery conditions set forth in the lease.
Upon satisfactory completion, the lessor executes a redelivery certificate confirming that the aircraft
and related documentation complies with such redelivery conditions.

Matters relating to the redelivery of the aircraft can be a cumbersome and time-consuming ordeal. A
well-organized process is vital to ensuring that both lessors and lessees effectively address the range
of issues associated with redelivering an aircraft. This report examines guidelines and best practices
applied by lessors to effectively manage the redelivery process of their aircraft assets. Key
considerations are given to ensure technical integrity of the asset in an effort maximize aircraft
remarketability.
Redelivery Considerations in
Aircraft Operating Leases
Copyright 2014 Aircraft Monitor. All rights reserved.
Guidelines and Best Practices to Ease Transferability of Aircraft

1 Version 1.0 / October 2014 | Aircraft Monitor

RedeliveryConsiderationsinAircraftOperatingLeases

TABLE OF CONTENTS

1. INTRODUCTION .. 2

2. REDELIVERY CONSIDERATIONS ........ 3

2.1. Pre-redelivery Considerations 3
2.1.1. Pre-redelivery Meeting ... 4
2.1.2. Records Review .. 5
2.1.3. Aircraft Physical Inspection 10
2.1.3.1. Airframe Physical Inspection .... 10
2.1.3.2. Cabin Physical Inspection .......... 11

2.2. Return Condition Considerations.... 12
2.2.1. Condition of Aircraft at Return 12
2.2.2. Certificate of Airworthiness Matters... 17
2.2.3. Checks & Part Lives . 18
2.2.4. Aircraft Documentation ... 24

APPENDIX A AIRCRAFT DOCUMENTATION AND STANDARDS ...... 25
APPENDIX B EXAMPLE PHYSICAL INSPECTION REPORT .... 33
APPENDIX C APPROVED VERSUS ACCEPTABLE REPAIR DATA ....... 34
APPENDIX D EXAMPLE LOPA & EMERGENCY EQUIPMENT DRAWING 37

REFERENCES ... 38

Aircraft Monitor | Version 1.0 / October 2014 2


1. I NTRODUCTI ON
Aircraft lease agreements specify redelivery conditions in an effort to ease transferability of the asset to a
follow-on lessee. A common requirement at redelivery is for an aircraft to be capable of flying without
major maintenance for a period of time generally consistent with a full C-Check interval. The technical
points addressed in the lease agreement, such as the physical elements of the aircraft and the condition
of the records, often form a large part of the discussion because they have financial significance for both
the airline and lessor.
Most lease agreements contain the usual suspects of clauses that address the need to return the
aircraft meeting certain t ec hni c al r edel i ver y r equi r ement s. Omissions or delays in addressing
compliance with any of these requirements will affect the lessor in terms of effectively redeploying their
asset. As illustrated in Fi gur e1, these requirements can be grouped into four categories consisting of:
1. Physi c al r equi r ement s, the focus being on effective assessment of the physical condition of the
principal airframe units, its components, systems, and cabin interior,
2. Rec or ds r equi r ement s, the focus being on satisfactory audit of all aircraft records to ensure they
comply with terms and conditions set forth by the lease and the regulatory authorities,
3. Per f or manc e r equi r ement s, the focus being demonstrating to lessor that the satisfactory operation
of the aircraft and all systems are in compliance with the terms and conditions of the lease, and
4. Cer t i f i c at i on r equi r ement s, the focus being to ensure compliance with local regulatory authority
requirements and, where cross-border transfers are concerned, compliance with the next lessees
regulatory requirements.
FIGURE 1 AIRCRAFT TECHNICAL REDELIVERY REQUI REMENTS



2. REDELI VERY CONSI DERATI ONS
A commercial aircraft operating lease contains a host of clauses addressing the standards for redelivery
condition of an aircraft at lease expiry. These clauses establish contractual considerations that an airline
operator will need to comply with. The scope of these contractual redelivery considerations are illustrated
in Fi gur e 2, and categorized into: a.) Pr e-r edel i ver y and, b.) Ret ur n Condi t i on Consi der at i ons.

2.1 Pr e-r edel i ver y Consi der at i ons
A series of planned meetings should be established to address redelivery technical challenges (e.g.
redelivery conditions, physical inspections, status of records, operator capability, etc.) with the objective
to comprehensively assess and document the airplane status against lease return conditions.
During these meetings the lessor and lessee should develop and agree on detailed plans outlining
processes and key milestones. Its also important to address any exceptions to these plans ahead of
time in order to avoid lapses in timing and budgets. If applicable, these meetings should also include a
detail analysis of compliance requirements associated with the new regulatory jurisdiction the aircraft will
be operating in.
FIGURE 2 SCOPE OF REDELI VERY CONSI DERATIONS
Operational Compliance Perspective
An aircraft is not allowed to fly for commercial operations unless approved equipment mandated by the regulatory authorities is
installed.TheminimumsetofequipmentisprescribedbyICAO,buttheequipmentalsoneedstomeettheoperationstandardsofthe
stateofimport.Somestateshaveestablishedadditionalrequirementswhichdonotfitintothestandardtransferprocesses.Examples:
AgeLimitssomestateshaveintroducedhardagelimitsforimportingaircraft,andtypicallyvarybetweententotwentyyears.
Locallanguageplacardsandmarkingsmanystatesrequireplacardsandmarkingsintheaircraft,whichareaimedatpassengers,crew,
andgroundstaff,tobeinthelocallanguage.
UnitsofMeasurementICAOhaspublishedunitsofmeasurementtopreventmiscommunications.However,aviationindustrystandard
showsmoststatesuseasystemthatdiffersfromwhathasbeeninternationallyagreed.
Operational Compliance Perspective
An aircraft is not allowed to fly for commercial operations unless approved equipment mandated by the regulatory authorities is
installed.TheminimumsetofequipmentisprescribedbyICAO,buttheequipmentalsoneedstomeettheoperationstandardsofthe
stateofimport.Somestateshaveestablishedadditionalrequirementswhichdonotfitintothestandardtransferprocesses.Examples:
AgeLimitssomestateshaveintroducedhardagelimitsforimportingaircraft,andtypicallyvarybetweententotwentyyears.
Locallanguageplacardsandmarkingsmanystatesrequireplacardsandmarkingsintheaircraft,whichareaimedatpassengers,crew,
andgroundstaff,tobeinthelocallanguage.
UnitsofMeasurementICAOhaspublishedunitsofmeasurementtopreventmiscommunications.However,aviationindustrystandard
showsmoststatesuseasystemthatdiffersfromwhathasbeeninternationallyagreed.



Pre-redelivery considerations often form a large part of the overall discussions given they have financial
significance for the airline and lessor. The schedule of events that make-up these considerations are
illustrated in Fi gur e 3 and further discussed in the following sections.

2.1.1 Pr e-r edel i ver y Meet i ng
Plan for a pr e-r edel i ver y meet i ng between six and nine months in advance of the scheduled redelivery
date. During the pre-redelivery meeting, the lessee should provide the lessor with the time and location
of the redelivery check, and if applicable, the scheduled shop visits of any engine, APU or landing gear. It
is during this period that the lessor should address the airworthiness of the aircraft, the contractual
delivery and redelivery condition gaps, the status of high cost components, and the items which can
potentially delay the aircraft handover.

During the pre-delivery meeting, lessor and lessee are advised to review the full terms of the lease return
conditions with the aim of documenting and agreeing to all action items. In addition, the lessor should
consider obtaining a technical report containing the following information:

Workscopes for all upcoming maintenance events
Current engine disk sheets, most recent engine shop visit & trend monitoring reports;
Current drawings of the interior configuration of the aircraft;
A copy of the lessees current Approved Maintenance Program (AMP);
Example contract wording:

Preredelivery
Meeting
Aircraft
Redelivery
Records
Review
Physical
Inspection
12wks
RecordsReview:1 3months
Preredelivery Meeting:6 9months
Figure3PreredeliveryScheduleofEvents
For a period commencing nine (9) months and no less than six (6) months prior to the proposed redelivery
date, Lessee and Lessor will agree to conduct a pre-redelivery meeting for the purpose of: a.) Reviewing the
upcoming workscopes for the aircraft redelivery check and, if applicable, any engine, APU, or Landing Gear
shop visit, and b.) Reviewing all documentation to be provided by the lessee in preparation for the upcoming
Aircraft Documentation Review.


2.1.2 Rec or ds Revi ew

Plan for a comprehensive r ec or ds r evi ew to be accomplished with the lessee at least one to three
months prior to the redelivery date. Aside from determining whether the aircraft is in condition for safe
operation, the primary objective of the records review is to ensure completeness, accuracy, ease of
understanding, consistency with industry standards, and compliance with mandatory regulatory
requirements. Therefore, every attempt should be made to uncover errors, inconsistencies, deficiencies,
or other concerns associated with the records that could affect the aircrafts value or remarketability.
The records review is the most time consuming element of the redelivery process to complete and is
more often than not the sole cause of transition delays. Because records audit will be carried out
separately from the aircraft inspections, the lessee should provide the lessor with the location of the
airplanes records that are required to be reviewed.
The lessee should be required to provide records in an organized and consolidated manner, in one
central room with access to telephone, photocopy, fax, and internet connections at the redelivery location.
This will make it easier for the lessor representative to expedite review and ultimately make the redelivery
process go more smoothly.


Aircraft Maintenance Records Perspective
Whenever maintenance, preventive maintenance, rebuilding, or alteration
work occurs on an aircraft, airframe, aircraft engine, appliance, or
componentpart,amaintenancerecordentrymustbecreated.
A wellkept set of maintenance records, which properly identifies all
previously performed maintenance, alterations, and AD compliances, is
generally a good indicator of the aircraft condition. But more importantly,
adequate aircraft records provide tangible evidence that the aircraft is in
compliancewiththeappropriateairworthinessrequirements.
For a period commencing three (3) months, but not earlier than one (1) month, prior to the proposed
redelivery date and continuing until the date on which the Aircraft is returned to Lessor in the condition
required by this Lease, Lessee will provide for the review of Lessor and/or its representative all of the
Aircraft records and historical documents in one central room with access to telephone, photocopy, fax and
internet connections at the Aircraft return location.



The following is a list of documents that are most often subject to the highest level of scrutiny during
the records review process.

A. Ai r w or t hi ness Di r ec t i ve St at us - A critical document in the aircraft records is the current status
of applicable Airworthiness Directives (ADs) The summary document should list the status of all
(ADs) in chronological order by AD number. Ideally, the AD summary document should include
the following information:

Aircraft, Engine, APU or Appliance S/N
AD Number & Effective Date
AD Description
AD Method of Compliance
AD Reference (i.e. Service Bulletin Number, Engineering Documentation)
AD Status (i.e. closed, open, N/A, etc.)
AD Initial & Repetitive Threshold (i.e. calendar months, flight hours, flight cycles)
AD Last Accomplishment (date, flight hours, flight cycles)
AD Next Accomplishment (date, flight hours, flight cycles, intervals remaining)
AD Remarks

In addition to the AD summary document, the auditor should also request the di r t y f i nger pr i nt
compliance paperwork used to record the accomplishment of each AD. This report will include the
date, method of compliance, and the name and signature of the person who performed the AD.

Aviation regulatory authorities (e.g. FAA & EASA) issue airworthiness directives when a specific
condition has been discovered to exist on an aircraft. If this condition is not corrected, the safety of
the aircraft could be jeopardized.

Temporary vs. Permanent Records Perspective
Temporary Records these are records that must be kept by the owner until the
work is repeated, superseded, or is subject to time limit (e.g. 1 year) that has
transpired since the work was performed. These are typically records referring to
maintenance,preventivemaintenance,alteration,andallinspections.Theyinclude
a description of the work performed; the date of completion; and the name,
signatureandcertificatenumberofthepersondoingthereturntoservice(RTS).
PermanentRecordsthesearerecordsthatmustberetainedbytheownerduring
the time he or she operates the aircraft. They are transferred with the aircraft at
the time of sale. Typically, these are documents relating to total time in service,
current status of lifelimited parts, time since last overhaul, current inspection
status,currentstatusofapplicableADnotes,andmajoralterations.



B. Ser vi c e Bul l et i n St at us - There should be a summary sheet showing the status of all
manufacturers service bulletins (SBs) incorporated on the aircraft. The summary document
should list the status of all (SBs) in chronological order by SB number. In addition to the status
summary, you should have reference to the document (e.g. engineering order) used to
accomplish each SB.

C. Ser i al i zed Component St at us Li st - Current list of the components which do not require
replacement or maintenance at regular time intervals, but which do have a S/N. The list should
identify, by P/N and S/N, the time since installation, time since new, and the time since shop visit.

D. Cer t i f i ed Li f e-Li mi t ed Par t s St at us Li st - Current list showing the LLPs installed in each
equipment (e.g. engines, landing gear, APU) to which it can be fitted along with the associated
P/Ns and S/Ns. The list should identify the life limit, the hours and cycles accumulated, and the
hours and cycles remaining.

E. Mai nt enanc e Pr ogr am Compl i anc e Compliance document verifying the status of each
maintenance task to:
i. Determine no tasks are overdue and the aircraft falls within the contractual maintenance
clearance period.
ii. Verify that the aircraft is not subject to a sampling program.
iii. Confirm repeat inspections of repairs & additional tasks linked to modifications are included.

Sowhydomanylessorsaskfortraceability?
Whilethereisnorulerequiringtraceability,therearerulesrequiringowner/operatorstotrackthetiming(e.g.flightcycles,calendar
months, etc.) of their Life Limited Parts (LLPs). And often backtobirth traceability is the standard industry practice for tracking
timingonLLPs.Lessors,inparticular,tendtoinsistonLLPbacktobirthtraceabilityfortwocommercialreasons.
1. Asset remarketability and the ability to seamlessly transition aircraft between regulatory jurisdictions are often cited as
theleadingfactorsthatdriveaircraftlessorsrelianceofLLPbacktobirthtraceability.
2. Residualvalueimpairment,bothrelatedtodecreasedmarketabilityandvalueimpairment
Back-to-Birth Traceability Perspective
The term "back to birth traceability" describes documentation that demonstrates
every owner and installation of a part all the way back to the time that it was
manufactured.
IsBacktobirthtraceabilityalwaysrequired?
A seemingly littleknown fact within the aviation industry is that many regulatory
authoritieshave no generalrequirements onbacktobirth traceability. This means
thataircarriersarefreetoestablishalternativesystemsforestablishingandtracking
the time on parts. Ultimately, it is the owner or operator of an aircraft whom
remainsliableforassuringpartairworthinessanditistheregulatoryauthorities(e.g.
FAA, EASA) whom are responsible to substantiate that its recordkeeping system is
sufficientlyrobusttoassureaccuraterecords.



F. Har d-Ti me (HT) Component - The aircraft manufacturer will identify certain components that
require a specific maintenance action (overhaul, inspection, test, etc.) at specified intervals.
These components are referred to as hard-time components. The recommended actions must be
documented and a summary status of these components be maintained in the aircraft records to
track the date and time when the required action was last done and when it is next due.

G. Engi ne Summar y Dat a - Engine maintenance records showing the last performance
restoration/overhaul of the engine, a summary status of airworthiness directives accomplished,
and a summary status of any life limited parts installed in each engine to include the total hours
and cycles and hours or cycles remaining until replacement.

H. APU Summar y Dat a - APU maintenance records showing the last overhaul of the APU, a
summary status of airworthiness directives accomplished, and (if applicable) a summary status of
any life limited parts installed in the APU to include the total hours and cycles and hours or cycles
remaining until replacement.

I . Landi ng Gear Over haul Dat a - If the landing gear was previously overhauled, you must provide
a copy of the last overhaul records of the landing gear. If there are life limited parts installed in
the landing gear then you must provide a summary of the life limited parts installed. The records
should identify the total cycles on the part and the cycles remaining until replacement.

J . Modi f i c at i ons & Al t er at i ons - You must show that any major alterations or modifications were
accomplished in compliance with approved (e.g. FAA, EASA) data and that the aircraft conforms
to its type design requirements. Supplemental type certificates (STC), manufacturers service
bulletins, or other data approved by the aviation authority (e.g. FAA Form 8110-3) are examples
of approved data.

Lost or Destroyed Records Perspective
Safekeeping of the records is an integral part of a good record keeping system. Occasionally, however, the records for an aircraft
arelostordestroyedleadingtocostlyandtimeconsumingreconstruction.
In order to reconstruct aircraft records, it is necessary to establish the total timeinservice of the airframe. This can be done by
reference to other records that reflect the timeinservice; research of records maintained by repair facilities; and reference to
records maintained by individual mechanics, etc. When these things have been done and the record is still incomplete, the
owner/operatormaymakeanotarizedstatementinthenewrecorddescribingthelossandestablishingthetimeinservicebased
ontheresearchandthebestestimateoftimeinservice.
a. The current status of applicable AD's may present a more formidable problem. This may require a detailed inspection by
maintenance personnel to establish that the applicable AD's have been complied with. It can readily be seen that this could
entailconsiderabletime,expense,andinsomeinstances,mightrequirerecompliancewiththeAD.
b. Other items, such as the current status of LLPs, time since last overhaul, current inspection status, and current list of major
alterations,maypresentdifficultproblems.Someitemsmaybeeasiertoreestablishthanothers,butallareproblems.



K. Repai r s - You must show in the aircraft records that any repairs performed on the aircraft were
accomplished in compliance with approved data. The aircraft manufacturers structural repair
manual (SRM) is considered approved data. Repairs not accomplished in accordance with the
manufacturers SRM must show evidence of approval of the repair data from the Compliance
Authority (e.g. FAA Form 8110-3) and approval from the Airworthiness Authority of the State of
Registration. Appendi x C summarizes approved repair data under FAA and EASA regulations.

A repair map often referred to as a Dent & Buc k l e Char t - is useful in showing the location of
each repair and makes it easier to identify and review the supporting documentation. The map
provides aid for flight crew and for line maintenance staff to determine status of actually visible
damages, temporary or final repairs or missing components on the aircraft external structure.

L. I nt er i or Ar r angement & Emer genc y Equi pment Li st - Aircraft drawings should exist that
show the current interior configuration status approved by the aviation authority. A engineering
drawing called the Layout of Passenger Ac c ommodat i on (LOPA) is the primary document
used to illustrate the aircrafts cabin interior. The LOPA includes, but is not limited to, locations of
passenger and flight attendant seats, emergency equipment, exits, lavatories, and galleys.

Often included with an aircrafts LOPA is a drawing called the Emer genc y Equi pment
Dr aw i ng . This document maps the location of all the emergency equipment required (by
regulation) to be installed on the aircraft.

M. I nt er i or Bur n Cer t i f i c at i on - When an aircraft is built, the materials used in the interior and
cargo compartments must meet certain regulatory flammability requirements. These regulations
require materials to be fire resistant, which would allow passengers sufficient time to exit an
aircraft in the event of a fire during an accident. If any of the seat covers, cushions, carpet,
curtains, side wall panels, or cargo liners have been changed then it is important that you obtain
paperwork attesting to the materials flammability compliance with the applicable regulations.

Computerized Records Perspective
Thereisagrowingtrendtowardcomputerizedmaintenancerecords.Many
of these systems are offered to owners/operators on a commercial basis.
While these are excellent systems, alone they normally do not meet
aviation regulatory requirements. This is because certain regulatory
authoritiesneedtobeconvincedthatanelectronictaskcardhassignatures
andtypedfindingsthatremainsecureaftersignoff.
Thus,theoperator/lesseewhousessuchasystemisrequiredtoensurethat
it provides the information required, including signatures. If not,
modification to make them complete is the operator's/lessees
responsibilityandfiatresponsibilitymaynotbedelegated.



2.1.3 Ai r c r af t Physi c al I nspec t i on
Plan for an ai r c r af t physi c al i nspec t i on to be accomplished with the lessee coinciding with either
removal of the aircraft from revenue service, or between one and two weeks in advance of the scheduled
redelivery of the aircraft. The aircraft inspections tasks are generally visual in nature, consisting of a walk-
around inspection to detect discrepancies and to provide an overall assessment of the condition of the
aircrafts structure, its components, systems, and cabin interior.
The physical inspection provides an opportunity for the lessor to determine whether the aircraft is being
maintained in accordance with the regulations governing that jurisdiction, and to establish any mismatch
between the likely condition and contracted return condition as stipulated in the aircraft lease agreement.
The aircraft physical inspection is often composed of an ai r f r ame and c abi n physical inspection, each
which is discussed in more detail in the following sections.

2.1.3.1 Airframe Physical Inspection
Fi gur e 4 details locations of typical airframe defects which can be detected by a visual inspection. These
defects generally consist of cracks and corrosion; painted surfaces, in particular, should be inspected for
chipped, blistered paint for evidence of corrosion. Other defects, such as fuel and hydraulic leaks,
system and component wear, accidental damage, environmental damage can also be detected visually.
Other inspection activities include check and mapping of all dents and structural repairs. Appendi x B
details a checklist used for a typical physical inspection report.

AREAS MOST SUSCEPTIBLE TO CORROSION AREAS MOST SUSCEPTIBLE TO CRACKS
Figure4AirframeAreasRequiringPhysicalInspections




2.1.3.2 Cabin Physical Inspection
The objective of the cabin inspection program is to establish the condition of the aircrafts passenger
cabin and to verify its conformity with the approved cabin layout. This visual inspection covers the general
condition of all passenger seats, overhead bins, PSUs, galleys, closets, bulkheads and flooring panels.
Any defects, scuffs, gaps and mismatches between mating surfaces should be recorded in the detailed
inspection report. The cabin layout should also be cross-checked with both the approved LOPA and the
emergency equipment location drawings.
Many airlines develop their own cabin maintenance program that they integrate into their approved
maintenance program. These programs establish maintenance tasks on a recurring schedule (e.g. A & C-
checks), that generally cover:
Cleaning and replacing of seat covers; seat cushions; seat belts, and tray tables
Cleaning, inspection ,and refurbishment of seat frames, galleys, lavatories, closets &
overhead bins
Cleaning & inspection of panels (sidewall & dado) cabin dividers & overheads bins.
Check & replacement of all lightings
Check & replacement of all Passenger Service Units (PSUs)

Cabin Inspection Perspective
If the aircraft is scheduled to return coinciding with a heavy structural check than
this allows forthe opportunitytoconduct a muchmore detailed assessmentof the
condition of cabin equipment; during these checks all cabin equipment must be
removed to allow access for structural inspections. Large interior items like
passengerseats,overheadbins,PSUs,galleys,closets,bulkheadsandflooringpanels
aresenttoshopstobeinspected,cleanedandrefurbished.
The Aircraft inspection shall commence after its last revenue flight and continue until the date on which
the Aircraft is returned to Lessor in the condition required by this Lease.
During the Aircraft inspection Lessor and/or its representatives will have an opportunity to observe
functional and operational system checks, perform a visual inspection of the Aircraft (taking into account
the Aircraft type, age, use and other known factors with respect to the Aircraft), and have the right, to the
extent necessary in their reasonable opinion, to have additional panels or areas opened in order to allow
further inspection by any inspecting party.



2.2 Ret ur n Condi t i on Consi der at i ons
From a lessors perspective good maintenance condition at return is fundamental to underpinning
favorable residual value, and provides the best assurance for remarketing potential. A lease agreement
will seek to contain provisions whose intention is to provide redelivery terms and conditions necessary to
ensure the interest of the lessor are properly protected through comprehensive return conditions.

2.2.1 Condi t i on of Ai r c r af t at Ret ur n
There are numerous maintenance standards describing the condition of the aircraft at return, the scope of
which ensures aircraft operational readiness and ease of transferability to a new lessee. Fair wear and
tear accepted, the aircraft needs be returned to the lessor in the same general condition as it was when
the aircraft was delivered. The following is a summary of primary return condition considerations along
with example contract extracts:

A. Condi t i on of Engi nes - The engines are the most expensive maintenance cost drivers and
therefore warrant the greatest detail of information necessary in order to evaluate its maintenance
status at redelivery. There should be no evidence of any condition which would cause the engine
to be unserviceable, serviceable with an increased frequency inspection, or otherwise not meet
the operational requirements as defined in the lease agreement.

i. The performance of a full and complete hot and cold section videotape borescope on each engine
and its modules in accordance with Manufacturer's Aircraft Maintenance Manual (AMM).

ii. The review of each engines historical and technical records as well as condition trend monitoring
data to verify that no abnormal deterioration exist in the performance of each engine

iii. The requirement that each engine shall pass a magnetic chip detection inspection in accordance
with the Manufacturer's Aircraft Maintenance Manual (AMM)

iv. The requirements for a power assurance run on the engines in accordance with Manufacturer's
Aircraft Maintenance Manual (AMM).

A full borescope is generally understood to be a complete video borescope and is used to check for signs
of FOD, wear, thermal and mechanical damage. It ensures the physical integrity of principal parts such as
compressor & turbine blades, guide vanes, nozzles and combustor chamber burner cans.



B. Condi t i on of APU Similar to the requirements established for engines, the standards for the
APU are established to ensure that no abnormal deterioration in performance is evident at return.

C. Condi t i on of Par t & Component s Parts and components will require airworthiness approval
tags. These tags are more commonly known as Certificates of Conformity (used only for newly
built parts and components), or Authorized Release Certificates (for used parts and components);
The EASA uses Form 1 and the FAA uses Form 8130-3 as the Authorized Release Certificate.

D. Condi t i on of Ai r f r ame Performance of visual inspections to detect discrepancies and to
provide an overall assessment of the condition of the airframes structure.

i. The performance of an APU health check in accordance with Manufacturer's Aircraft Maintenance
Manual (AMM) and a complete hot and cold section videotape borescope on the APU.

ii. The requirement that each APU shall pass a magnetic chip detection inspection in accordance with
the Manufacturer's Aircraft Maintenance Manual (AMM)
i. Parts fitted to the aircraft that are controlled by both part number and serial number shall have
EASA Form One or FAA 8130-3 certification.

ii. All time controlled and Life Limited Parts (LLPs) shall have EASA Form One or FAA Form 8130-3
certification and where applicable, traceability back -to-birth (although not FAA, EASA or ICAO required
it is generally good policy to obtain back-to-birth records.)
i. Fuselage - The fuselage shall be free of dents and abrasions which exceed the requirements of the
manufacturer's Structural Repair Manual (SRM). The entire fuselage will be substantially free from
corrosion and all mild and moderate corrosion found exceeding the limits of in the manufacturer's
SRM will be adequately cleaned and treated and all severe or exfoliated corrosion shall be rectified
in accordance with the requirements of the manufacturer's SRM.

ii. Windows & Doors Windows shall be free of delamination, blemishes, crazing beyond the limits
set forth in the SRM and shall be properly sealed. Doors shall be free moving and correctly rigged
in accordance with the AMM.

iii. Wings and Empennage - Leading edges & flight control surfaces are free from damage exceeding
the limits of the manufacturer's SRM. Wings shall be free of fuel leaks exceeding the limits of the
SRM.

iv. Thrust Reversers, Nacelles & Inlet Nose Cowlings - The thrust reversers, nacelles and inlet nose
cowlings shall have detailed inspection of all structures, acoustical coverings, attachment points and
faying surfaces for damage, corrosion and de-lamination. All repairs shall be performed in
accordance with the manufacturer's AMM and/or the SRM.



E. Condi t i on of I nt er i or , Coc k pi t & Car go Compar t ment s Experience shows that condition of
the interior is most contentious issue at redelivery. To mitigate disputes, it is recommended to
describe the redelivery condition of the interior as clear and as precisely as possible.

i. Interior panels (including overhead bins, sidewall and ceiling panels, bulkheads and cargo
compartment panels), and related seals (including window seals) shall be clean and newly painted if
discolored or stained and free of holes, cracks, temporary repairs and dents. All interior panels will
meet EASA and FAA fire resistance regulations.

ii. Passenger service units (PSUs) will be serviceable and in good condition

iii. Passenger seats will be serviceable, in good condition, secure & clean

iv. Carpets, seat covers & cushions will be serviceable, in good condition, secure, clean, free of tears
and stains and will meet EASA and FAA fire resistance regulations.

v. All external placards, signs and markings will be properly attached, free from damage, clean and
legible.

vi. All galley catering inserts including trollies, containers, ovens, hot cups, coffee makers and water
boilers shall be serviceable and in good working condition.

vii. All cabin emergency equipment (including but not limited to, life vests, life rafts and emergency
slides) and loose equipment shall be fully operational.

viii. If so equipped, the cargo loading system shall be demonstrated to be fully functional. Cargo linings
shall be free of holes, dents, gouges. Cargo nets will be in good condition with no tears or frayed
areas.

ix. All in-flight & audio entertainment systems shall be fully operative and all IFE seat functions will be
serviceable.
Fair Wear & Tear Perspective
The term fair wear and tear is often used to describe the physical elements of the
aircraft. However, in the main, the concept is more apt to describe the physical
conditionoftheinterior,ratherthantheengineeringaspectssuchasengineorlanding
gear condition, which are far less subject to interpretation. Condition of interior
depends on age of the associated interior hardware and the way they have been
maintainedbythepreviousoperator.
Giventhesubjectivityoffairwearandtearbothlessorsandlesseeshavebecomemore
focusedondocumentingmoreprecisereturnconditionsintheirleases.



F. Condi t i on of Ai r w or t hi ness Di r ec t i ves It is also common to expect a certain amount of post
redelivery clearance for Airworthiness Directives (ADs). It is advisable that the clearance interval
matches the period established for major equipment (e.g. airframe and engines), or for a period
no less than one year.

G. Condi t i on of Repai r s Clearly define those repairs that are acceptable and those that are not,
and make reference to the associated repair documentation.

H. Condi t i on of Modi f i c at i ons Clearly define: a.) expected threshold over which the lessee will
require prior written consent of lessor, and b.) those modifications that are acceptable and those
that are not, and make reference to the associated repair documentation.

There will be no temporary, time limited or interim repairs on the Aircraft unless Manufacturer specifically
recommends such repair. All repairs to the Aircraft will be accomplished in accordance with Manufacturer's
Structural Repair Manual or:
EASA-approved data supported by EASA Repair Design Approval Sheets or its EASA equivalent.
FAA-approved data supported by an FAA Form 8110-3 or FAA Form 8100-9.
i. All Airworthiness Directives applicable to the aircraft issues during the lease term requiring
compliance either (a) before the redelivery date or (b) within 24 months after the redelivery date
shall be accomplished on a terminating action basis.

ii. No inspection shall be due under any Airworthiness Directive within 24 months after redelivery or, if
shorter, a full inspection period under the relevant Airworthiness Directive.
No modification, alteration or addition to or removal from the Aircraft expected to cost over U.S. Dollar
threshold (e.g. US $250,000) or deviation from the Aircraft's original type design or configuration will be
made without the prior written consent of lessor, which consent will not be unreasonably withheld or delayed.
All Modifications incorporated on the Aircraft will be properly documented in the Aircraft Documentation and
be accomplished in accordance with:
EASA-approved data supported by EASA-approved Repair Design Approval Sheets or its EASA
equivalent or an EASA-approved
FAA-approved data supported by an FAA Form 8110-3, FAA Form 8100-9 or FAA supplemental
type certificate.
Notwithstanding any other provision of this Lease, no Modification will be made which has the effect of
decreasing the utility or value of the Aircraft or invalidating any warranty applicable to the Aircraft.



I . St r i p & Pai nt Condi t i on In most cases the aircraft should be properly stripped or rubbed-
down (depending on condition) and painted all white or in a livery designated by lessor.

J . Ac c ept anc e Fl i ght Condi t i on An acceptance flight using either the lessees own test flight
procedures or procedures supplied by the aircraft manufacturer should be addressed.

K. Ex ec ut i on of Ret ur n Ac c ept anc e Cer t i f i c at e - Only if the aircraft complies with the
requirements of the appropriate authority can the aircraft be accepted for redelivery.

All special markings of shall be removed from the aircraft, which shall then be stripped back to primer and
repainted all white or in such reasonable external livery as Lessor may specify (with control surfaces
balanced if required by the Aircraft Maintenance Manual) and other procedures performed in accordance
with the Airframe manufacturers maintenance procedures, all at the cost of lessee provided that, if the new
livery is more complex than lessees livery at delivery, lessor will reimburse lessee for the incremental cost of
painting such new livery.
Lessee shall perform a redelivery acceptance flight of the Aircraft with Lessor's representatives on board,
using the Airframe Manufacturer's recommended acceptance flight procedures, or such other procedures
acceptable to Lessor and Lessee. Lessee shall correct such discrepancy and be responsible for all expenses
associated with such flight and shall furnish the necessary permits, crews and fuel.
Upon request of Lessor, Lessee shall permit representatives of the next subsequent lessee or purchaser of
the Aircraft to be on board during such redelivery acceptance flight as observers. To the extent any such
discrepancy exceeds or is outside of the Airframe Manufacturer's maintenance manual allowable limits.
Upon return of the Aircraft in accordance with the terms of this lease, lessee will prepare and execute a
Return Acceptance Certificate and Lessor will countersign and return one such Return Acceptance
Certificate to Lessee.



2.2.2 Cer t i f i c at i on of Ai r w or t hi ness Mat t er s
Subject to satisfactory outcome following a
redelivery check, documentation audit, and
physical inspection, the regulatory authority
will provide the aircraft with a new
Cer t i f i c at e of Ai r w or t hi ness (CoA).
From the lessors perspective this is critical,
in that failure on the part of the regulatory
authority to issue the CoA implies that the
lessor cannot pass the aircraft onto a
subsequent lessee for the simple reason
that it would be illegal for the operator to fly
the aircraft.

Where cross-border transfers take into account passing an aircraft from one Aviation Authority to another
lessor will require that lessee redeliver the aircraft with an Ex por t Cer t i f i c at e of Ai r w or t hi ness issued
by the Aviation Authority. Lessor should clearly understand what the regulatory requirements are for the
airplane to transition to the new operating environment, including air traffic control (for example
Eurocontrol). Once the above activities are complete the aircraft may be de-registered and re-registered
with the objective of either returning the aircraft to the lessor or transferring the aircraft to a new lessee.
Fi gur e 5 illustrates the redelivery process for obtaining an Export Certificate of Airworthiness.


FIGURE5 COA REDELIVERY PROCESS
The Aircraft shall:
i. have been deregistered from all relevant aircraft registries and notice of deregistration by the
Aviation Authority shall have been sent to an aviation authority designated by Lessor

ii. be in a condition suitable for issuance of an EASA or FAA Standard Certificate of Airworthiness
for transport category aircraft and commercial passenger operations

iii. have a valid certificate of airworthiness for export issued by the Aviation Authority, provided the
accomplishment of such modifications will not result in a delay in the redelivery of the aircraft to
Lessor. In the event such modifications to the Aircraft are required by Lessor, and such
modifications are not a requirement of this Lease, Lessor shall reimburse for the accomplishment
of such modifications.



2.2.3 Redel i ver y Chec k s & Par t Li ves
Lease agreements specify absolute minimum conditions to assure that a follow-on lessee will be capable
of flying an aircraft without major maintenance for a period of time generally consistent with a C-Check
interval (although today many maintenance programs for modern aircraft types no longer define C-
Checks). Fi gur e 6 below highlights the major maintenance events requiring minimum clearance intervals
along with the source(s) used to define the redelivery clearance intervals.

In most leases, the lessee is required to redelivery the asset at the end of the lease in a condition that
usually mirrors the delivery requirements of a follow-on lessee Fi gur e 7. The general rule is that
lessors will specify minimum redelivery conditions below which lessee is obliged to perform
maintenance before returning the aircraft, and lessor will specify minimum delivery conditions below
which lessor is obliged to perform maintenance before delivering the aircraft. The following section
discusses minimum conditions for each of the maintenance items highlighted above.

FIGURE 6 MAJOR MAI NTENANCE ITEMS AND ASSOCI ATED CLEARANCE INTERVAL SOURCES
Redelivery conditions usually mirrors Delivery requirements with major maintenance events cleared
for pre-defined intervals consistent with a standard C-Check interval (e.g. 24 MO / 6,000 FH / 4,500 FC)
FIGURE 7 AIRCRAFT MIRRORI N / MIRROROUT REDELIVERY PHILOSOPHY
Equi pment Mai ntenanceEvent SourceofRedel i veryCl earanceInterval s
Ai rframe
HeavyCheck (i .e.CCheck,
Structural Check)
MPD/ Approved Mai ntenanceProgram
Landi ngGear Overhaul MPD
Engi ne
Modul es
PerformanceRestorati on
Hardti meorRemai ni ngLi febasedonassumedMeanTi me
Between Performance Restorati on(MTBPR)
Engi neLLPs Repl acement Engi ne Manual /Ai rworthi ness Di recti ve
APU Overhaul
Hardti me,Remai ni ngLi febasedonassumedMeanTi me
Between Removal s(MTBR), orservi ceabl easiswherei s
Hardti me
Components
Overhaul MPD/Approved Mai ntenanceProgram



Ai r f r ame As illustrated in Fi gur e 8, the condition of the airframe at return can be structured in
accordance with two standards consisting of: a.) a requirement to perform the redelivery check in
accordance with the manufacturers Maintenance Planning Document (MPD) or b.) A requirement to
perform the check in accordance with the lessees approved maintenance program. Both options are
further discussed below.

St andar d 1 simplifies the redelivery transition given the tasks are in phase with the manufacturers
recommended intervals. This option also makes it easier to bridge the aircraft to a follow-on lessees
maintenance program in the event it deviates from the OEMs MPD.

St andar d 2 simplifies the return of the aircraft from the lessees perspective given it precludes the
performance of any additional work required to align (bridge) the maintenance program with that of the
new operator. The lessor however, may be required to either fully cover or share in the expense to bridge
the airframe to the new lessees maintenance program.

Have accomplished a redelivery
check in accordance with the
Ai r c r af t Manuf ac t ur er s MPD.
Have accomplished a redelivery check
in accordance with the Lessees
Appr oved Mai nt enanc e Pr ogr am.
St andar d 1 St andar d 2
FIGURE 8 AIRFRAME REDELIVERY CONDI TI ON OPTI ONS
The Airframe shall be returned to Lessor fresh out of the Redelivery Check such that the Aircraft is clear of
all tasks and other items for not less than 24 months, 6,000 Flight Hours and 4,500 Cycles, all in full
accordance with the MPD. Lessee must remove the Aircraft from any customized maintenance program
and reintegrate the Aircraft back into the latest version of the MPD by carrying out any required block
check/s required at that time.
The Airframe shall be returned to Lessor fresh out of a Redelivery Check such that the Aircraft is clear of
all checks and other items required in accordance with the lessees Approved Maintenance Program for a
period not less than 24 months, 6,000 Flight Hours and 4,500 Cycles


Bridging of Maintenance Programs Perspective

Bridgingofmaintenanceprogramsallowsanoperatortoaccountforallscheduledmaintenancerequirementsfortransitionfromone
maintenance program to another. Building a bridging maintenance program depends upon certain information such as the airplanes
pastandfutureutilization(FH/dayandFH/cycle),whetherthecurrentprogramisablocked/phasedprogram,andthecontentofthe
oldandnewprograms.Considerthefollowingitemswhilebuildingabridgingmaintenanceprogram.
A. Where is the airplane in terms of the maintenance cycle? Express this in terms of the tasks that have been accomplished, and
whattheairplaneflighthours,cyclesanddatewasatthetimeeachtaskwasaccomplished.Thetasksstilltobeaccomplishedalso
needtobeidentifiedwiththeamountofflighthours/cycles/timeremaininguntileachtaskisdue.
B. Define and understand the next scheduled maintenance program based upon a given utilization and the availability of the
airplaneformaintenancevisits.
C. Identifyanytasksintheexistingornewscheduledmaintenanceprogramthatareuniquetotheairline'soperation(i.e.notinthe
MPD)andarenotmandatoryinoneprogrambutmandatedintheotherprogram.
D. To simplify bridging, the operator shall retain all MPD task numbers or provide a crossreference correlation between the
operator'snumberingsystemandtheMPDtasknumbershouldbecreated.

C4 C1 C2
1 2 3 4 5 6 Year
9Each
AChecks
9Each
AChecks
9Each
AChecks
9Each
AChecks
DCheck
HeavyCheck
Bl ock
Checks
C3
C1 C2 C3 C4
1 2 3 4 5 6 Year
9Each
AChecks
9Each
AChecks
9Each
AChecks
9Each
AChecks
Phases
Checks
EqualizedCChecks
L
e
a
s
e
T
r
a
n
s
i
t
i
o
n
A
B
Lessee A maintenance program is under a phase/segmented check schedule whereby tasks are
allocatedtoACheckpackageswithresultingequalizednumberoftasksallocatedtotheCChecks.Usually,
theobjectiveofthissubdivisionofeffortistoevenoutthemaintenanceworkloadovertimeandshorten
thelengthofeachperiodofdowntime.
LesseeBmaintenanceprogramisunderablockcheckschedule.Thismethodproducesasmallnumber
of relatively large work packages requiring relatively long maintenance ground time. Each letter check
generallyincorporatesmostoftheworkcoveredbyprecedingchecks,plusthetasksassignedatthatletter
checkinterval.



Engi nes As illustrated in Fi gur e 9, the condition of the engines at return can be structured in
accordance with two standards consisting of: a.) requiring a specified minimum number of flight hours and
cycles remaining before it undergoes its next shop visit, or b.) establishing a hard-time limit whereby the
engine may not have more than a certain amount of flight hours cycles since last shop visit. Both options
are further discussed below.

St andar d 1 can be validated through the use of trend-monitoring analysis, which is a reliable tool for
assessing the overall health of the engine and for predicting remaining time on-wing; today, most airlines
employ the use of Engine Conditioning Monitoring Programs (ECMP) to track and trend-monitor their
engines. Interpreting trend-monitoring data however, can be subjective particularly when the data
indicates abnormal or rapid deterioration in the performance of an engine.


St andar d 1 St andar d 2
Each engine shall have no more than X,XXX
flight hours si nc e i t s l ast engi ne per f or manc e
r est or at i on (or i f none, si nc e new ).
Each engine shall have no more than X,XXX
flight hours r emai ni ng unt i l i t s nex t
ant i c i pat ed engi ne per f or manc e r est or at i on.
Each Engine shall have sufficient EGTM and a minimum of 4,500 FC remaining on the Limiter of each
engine as well as trend data indicating that the engine will, at full thrust rating, be able to operate a minimum
of 24 months, 6,000 flight hours and 4,500 cycle until the next Engine Performance Restoration Shop Visit
based on Manufacturers data and trend monitoring data.
FIGURE 9 ENGI NE REDELIVERY CONDI TI ON OPTI ONS
Engine Redelivery Condition Perspective
Engine maintenance status is determined by assessing the condition of its constituent
modulesandbyestimatingtheremaininglivesoflifelimitedparts(LLPs).Thehealthof
engine modules can be assessed by analyzing several factors such as oil consumption,
exhaust gas temperature (EGT) margin, borescope inspection and performance data.
Lessorsusuallyneedtohaveashorthaulengineconditionwithatleast3,0005,000EFC
remainingonwingtimefortheenginetobemarketable,andatleast1,0003,000EFC
remainingonmediumtolonghaulengines.



St andar d 2 establishes intervals since last engine shop visit, which is more practical to administer
given that returning engines with hard-time minimums can be easily managed. A concern to the lessor
however, is if the subsequent lessee insists on accepting the engines with minimum time on-wing
remaining. In this scenario its possible that trend monitoring analysis demonstrates that the engines
cannot achieve contractual minimums.


Aux i l i ar y Pow er Uni t (APU) - The APU is a gas turbine generator that provides auxiliary electrical
and pneumatic power to the aircraft. Todays APU have a modular construction for ease of maintenance.
The main modules consist of the load compressor, power section and gearbox. At redelivery
consideration should be given to have the APU meet: a.) Serviceable standards or b.) A hard-time
standard whereby the APU is returned having a minimum amount of time since last shop visit.


Engine Condition Monitoring Perspective
Underconditionmonitoringnoservicesorinspectionsarescheduledonan
engine to determine integrity or serviceability, instead the performance is
monitored and analyzed. For example, a given operating characteristic of
theengine(e.g.EGTMargin)istrendedandcomparedwithknownnormal
operatinglevels.
Anacceptablerangeisestablishedwitheitherupperand/orlowerlimits.As
long as the trend data remain inside the acceptable level, any variation is
considered to be normal. When the trend line intersects the
unacceptablelimit,removaloftheengineisrequiredtopreventafailure
inthefuture.
Each engine shall be serviceable and shall have accumulated not more than 6,000 Flight Hours and 3,000
Flight Cycles since last performance restoration
Each Engine Life Limited Part shall have at least 3,000 Flight Cycles remaining until its next scheduled
removal and replacement
The APU shall be in serviceable condition with no discrepancies that exceed maintenance manual
allowable limits, or
The APU shall be serviceable and shall have accumulated not more than 2,000 APU Hours since last
overhaul or heavy repair, whichever is applicable



Landi ng Gear - A landing-gear ship-set consist of a nose gear leg plus two to four main gear legs,
depending on aircraft type. Landing gear overhaul intervals are defined in the MPD for each aircraft type
and are generally calendar & flight cycle limited; in the region of 10-12 years and 18,000-20,000 flight
cycles for most models. The life limits on most landing gear LLPs is on the order of 50,000FC -
75,000FC, which implies they are rarely replaced. In addition to defining the clearance minimums for the
landing gear it is also suggested to state the condition of the brakes and tires at redelivery.


Har d-Ti me Component s - The aircraft manufacturer identifies certain components that require a
specific maintenance action at specified time intervals (hours, cycles or calendar time, as appropriate).
Examples of hard-time components consist of escape slides, portable fire & oxygen bottles, first-aid kits,
and life jackets. At redelivery, lessor should validate the status of hard-time components against
remaining life requirements defined in the lease agreement.


Each Landing Gear shall have no less than 24 months or 2,000 FC (whichever is more limiting) remaining
until its next scheduled overhaul.
The Landing Gear brakes and tires will each have an average of at least fifty percent (50%) service life
remaining before their removal with no individual brake or tire having less than twenty five percent (25%)
service life remaining.
All hard time components shall have remaining to the next limiting factor for maintenance at least: (i) for
items the subject of an hour limit, 6,000 Flight Hours; (ii) for items the subject of a cycle limit, 4,500 Cycles;
or (iii) for items the subject of a calendar limit, 24 months interval. In the event that such hard time
components have an interval of less than 6,000 Flight Hours, 4,500 Cycles or 24 month interval (as the
case may be), they shall have 100% of life remaining.



2.2.3 Ai r c r af t Doc ument at i on St andar ds & Rec or ds
A well-kept set of maintenance records that properly identifies all previously performed maintenance,
alterations, and AD compliances is generally a good indicator of the aircrafts maintenance status. On the
other hand, poor upkeep of aircraft records can have particularly negative consequences for aircraft. A
lack of correct records will make tracing components, along with their maintenance status, more difficult.
Appendi x A details the list of documents that commonly need transfer with the aircraft at redelivery.

Doc ument at i on St andar ds
The list below describes methods, procedures and best practices that have been determined to be
acceptable means of showing compliance with record keeping standards.
i. In the English language;
ii. Clear and legible, and corrections must show the corrected original entry
iii. In accordance with best airline practice and in a format which complies with the generally
accepted practice in the international commercial airline standards;
iv. So as to comply with the requirements of the FAA or EASA, and the Aviation Authority
v. Up to date to reflect the operation and the current configuration of the aircraft including all
maintenance, repair and work performed and all "approved data" and "accepted data".
vi. Kept in a manner that prevents damage, alteration, loss or theft.
vii. If kept in digital form, then:
At least one complete backup copy of all records must be stored in a different location,
and in an environment that prevents damage, alteration, loss or theft. Backup must be
made within 24 hours of the performance of the underlying maintenance
Each computer terminal where the records may be accessed must have program
safeguards against records alteration by unauthorized personnel.

Maintenance Records Retention Perspective - FAA and EASA Regulations
When aircraft are transferred from one owner or operator to another, all required records must follow the aircraft, and the new
owneroroperatormusthavearecordkeepingsystemthatmaintainsrecordsforthefollowingperiods:
All maintenance records for the aircraft and any life limited parts must be kept until underlying work is superseded, but not less
than36months
Totaltimeinserviceforlifelimitedpartsforatleast12monthsaftertheaircraftorcomponenthasbeenwithdrawnfromservice.
Currentstatusofcompliancewithmaintenanceprogramuntilunderlyingworkissuperseded
CurrentstatusofADcomplianceforatleast12monthsaftertheaircraftorcomponenthasbeenwithdrawnfromservice
DetailsofMods&Repairsforatleast12monthsaftertheaircraft,engine,orcomponenthasbeenwithdrawnfromservice



APPENDI X A - AI RCRAFT DOCUMENTATI ON LI ST
At redelivery, a defined number of documents and associated records are required. This Appendix
summarizes the recommended standards for maintaining these documents and provides a description of
what is generally required. Lease agreements and associated redelivery requirements will often be
different, and consequently the list of documentation will be different, as items can be added and/or
removed from this list.

A. STATUS LI ST
Item Description Comments
1
CertifiedCurrentTime
inService
CertifiedreportshowingtheTSN(TimeSinceNew i.e.totalFlightHourssince
new manufacture) and CSN (Cycles Since New i.e. total Cycles since new
manufacture)forAirframe,Engines,APUandLandingGear.
2
CertifiedAirworthiness
DirectiveStatus
A certified list of all the ADs generally applicable to the Aircraft/Engine type
showingforeachAD,methodofcompliance,interval,lastdone,nextdue(TSN,
CSN, Date). The status should bebroken down by individual task of the AD. If
notapplicable,thenmustshowreasonwhy.Aseparatestatusispreferablefor
eachoftheAirframe,Engines,andAppliances
3
CertifiedService
BulletinStatus
A certified list of all Manufacturers Service Bulletins issued for the
Aircraft/Engine type showing for each Service Bulletin, whether or not
incorporated, intervals, last accomplished, next due (TSN, CSN, Date), as
applicabletotheServiceBulletintype.Aseparatestatusispreferableforeach
oftheAirframe,Engines,andAPU
4
CertifiedModification
Status
A certified summary of all modifications accomplished on the Aircraft/Engine
whicharenotaccomplishedinaccordancewithaservicebulletinissuedbythe
Manufacturer. A separate status is preferable for each of the Airframe,
Engines,andAPU.
5
CertifiedSTC
ModificationStatus
AcertifiedsummaryofallmodificationsaccomplishedontheAircraft/Engines
which are accomplished in accordance with an STC (Supplemental Type
Certificate).
6
CertifiedEngineLife
LimitedPartsStatus
AcertifiedlistforeachengineshowingalltheLLPsincorporatedintheengine
by P/N (Part Number) and S/N (Serial Number), showing the Life Limit of the
part,theHoursandCyclesaccumulatedandtheHoursandCyclesremainingat
eachThrustSetting.


A. STATUS LI ST - c ont i nued

7
CertifiedLandingGear
LifeLimitedParts
Status
A certified list for each Landing Gear assembly showing all the LLPs
incorporated in the assembly by P/N and S/N, showing the Life Limit for the
parttowhichitcanbefitted,theFlightHoursandCyclesaccumulatedoneach
part,andtheFlightHoursandCyclesremainingforeachpart.
8
CertifiedAPULife
LimitedPartsStatus
AcertifiedlistfortheAPUshowingalltheLLPsincorporatedintheAPUbyP/N
and S/N, showing the Life Limit of the part, the APU Hours and Cycles
accumulated,andtheAPUHoursandCyclesremaining.
9
CertifiedHardTime
PartStatus
AcertifiedlistoftheHardTimePartswhichrequirereplacementoroffaircraft
maintenanceattimeintervalsspecifiedintheMPD(attheendofthelease)or
MaintenanceProgram(duringthelease).ThelistshouldshowbyP/NandS/N
the Hard Time Event maintenance required, the hard time limit (Flight Hours,
CyclesorCalendarTime,asappropriate),lastdone,nextdue(TSN,CSN,Date).
10 CertifiedRepairStatus
A certified list of all repairs accomplished on the Aircraft, showing for each
repair,thelocation,thenatureofthedefect,therepairaccomplished,thedate
accomplished, and the TSN and CSN of the Aircraft at accomplishment. Each
repairitemshouldhaveanitemnumberandthisitemnumber
11
CertifiedLoose
EquipmentList
A certified list of installed loose equipment, or special tools to be provided
with the Aircraft at Return and their location on the aircraft e.g. galley
equipment,emergencyequipment,headsets,landinggearpins,covers,etc.
12 CertifiedFittedListing
Acertifiedlistofallserialized PartsfittedtotheAircraft.Thelistshouldshow
by P/N and S/N the time since installation (Flight Hours, Cycles, and Days).
Ideally,thelistshouldalsoshowthetimesincenew(FlightHours,Cycles,Days)
andthetimesinceshopvisit(FlightHours,Cycles,Days).
13 CertifiedALIStatus
Where applicable, a certified list of all the ALI (Airworthiness Limitation Item)
task cards showing for each task card, Threshold, Interval, type of inspection
accomplished,lastdone,nextdue(TSN,CSN,Date).
14 CertifiedCMRStatus
Where applicable, a certified list of all the CMR (Certification Maintenance
Requirement) task cards showing for each task card, Interval, last done, next
due(TSN,CSN,Date).



B. CERTI FI CATES
1
Certificateof
Airworthiness
CurrentCertificateofAirworthinessasprovidedbytheAirworthinessAuthority
(NationalAirworthinessAuthority)ofthecountryofregistration.
2
Certificateof
Registration
Certificate of Registration as provided by the Airworthiness Authority of the
countryofregistration.
3
ExportCertificateof
Airworthiness
Current Export Certificate of Airworthiness as provided by the Airworthiness
AuthorityofthecountryofregistrationatLeaseExpiry.
4
NoiseLimitation
Certificate
Noise Limitation Certificate as provided by the Airworthiness Authority of the
countryofregistration.
5
RadioStationLicense
Certificate
Radio Station License as provided by the Airworthiness Authority or radio
licensingauthorityofthecountryofregistration.
6 AirOperatorCertificate
CurrentAOC(AirOperatorCertificate)asissuedbytheAirworthinessAuthority
oftheStateoftheOperator.
C. STATEMENTS
1
MajorModification
Statement
Acertifiedstatementidentifyinganymajormodificationsincorporatedonthe
Aircraft.
2
MajorRepair
Statement
A certified statement identifying any major repairs incorporated on the
Aircraft.
3
Accident/Incident
Statement
A certified statement from the Lessee identifying the serial number of the
Aircraft and the serial number of its installed engines confirming that they
have not been involved in any accident or incident while in the possession of
the Lessee. OR In the event that the Aircraft and/or engines have been
involved in an accident or incident, then a summary of the accident/incident
should be inserted with reference details of the Return to Service workscope
accomplishedaftertheaccident/incident.



D. RECORDS
1 AirframeLogBook
Log of airframe Flight Hours and Cycles, Maintenance Checks, Modifications,
ADs,etc.
2 EngineLogBooks
Log of engine Flight Hours and Cycles, Shop Visits, Modifications, ADs,
Airframes to which fitted (Serial Numbers or Registrations), Installation data
(Date,TSN,CSN),Removaldata(Date,TSN,CSN),ThrustRatings,etc.
3 APULogBooks
Log of APU Hours, Shop Visits, Modifications, ADs, Airframes to which fitted,
fitted (Serial Numbers or Registrations), Installation data (Date, TSN, CSN),
Removaldata(Date,TSN,CSN),etc.
4 AirframeChecks
Work package for maintenance accomplished in compliance with the
MaintenanceProgram.AttheveryminimumitshouldincludeTaskCardsfrom
lastCandHeavyStructuralInspection,orequivalents.
5
EngineShopVisit
Records
ShopvisitreportsforallEngine/Moduleshopvisits,toinclude:
ReleasetoServiceCertificate/ADStatus/ServiceBulletinStatus/LLPStatus/
EngineConfigurationStatus/IncomingInspectionReport/OutgoingSummary
ReportofWorkAccomplished/TestCellReport
6
EngineCondition
MonitoringReport
Acopyofthemostrecenttrendreportforeachengine.
7
LastEngineBorescope
Report&Video
Typically,theborescopeaccomplishedaspartoftheReturnConditions.
8 APUShopVisitRecords
ShopvisitreportsforallAPUshopvisits,toinclude:
ReleasetoServiceCertificate/ADStatus/ServiceBulletinStatus/LLPStatus/
TestCellReport
9
LastAPUBorescope
Report&Video
Typically,theborescopeaccomplishedaspartoftheReturnConditions.


D. RECORDS - c ont i nued

10 ADRecords
DirtyFingerPrintrecords.Originallycertifiedrecord,asrecordedbyanaircraft
technician of the most recent accomplishment of each task for each AD
requirement that would have fallen due since manufacture. Ideally the AD
recordsshouldbepresentedinabindercontainingacopyofeachADgenerally
applicabletotheAircraft/Enginetype.BehindeachADinthebindershouldbe
therecordoflastaccomplishmentofeachrequirementoftheAD(dirtyfinger
printrecord),or,iftheADisnotapplicabletothespecificAircraft/Engine,then
evidenceofthisnonapplicabilityshouldbeinserted.
11 ModificationRecords
Certified records showing the accomplishment of each modification to the
Aircraft since delivery from the Manufacturer. Modifications which are not
100% based on a Service Bulletin issued by the Manufacturer must show
evidenceofapprovalofthemodificationdatafromtheStateofDesignofthe
AircraftandapprovalfromtheAviationAuthorityoftheStateofRegistration.
Major modifications must have an FAA Form 337 or EASA/JAA equivalent
approvingtheactualaccomplishment.
12 LandingGearRecords
Release to Service Certificate (FAA 81303 or EASA Form 1) from new or last
maintenance activity for each serialized part of the assembly, and Release to
ServiceCertificateforlastoverhaulforeachserializedpartoftheassemblyand
release to service record for installation ontheAircraft. Parts installed on the
AircraftsincetheAircraftwasnew,andwhichhaveneverbeenremovedfrom
the Aircraft, may be evidenced by the Fitted Listing provided at manufacture
bytheAircraftManufacturer.
13 HardTimePartRecords
maintenance activity, and Release to Service Certificate for last
accomplishmentofthespecifiedHardTimeEventmaintenanceandreleaseto
service record for installation on the Aircraft. Parts installed on the
Aircraft/EnginesincetheAircraft/Enginewasnew,andwhichhaveneverbeen
removed from the Aircraft/Engine, may be evidenced by the Fitted Listing
provided at manufacture by the Aircraft/Engine Manufacturer (e.g. Boeing
AircraftReadinessLog,AirbusAircraftInspectionReport,CFMIEngineData
Submittals,andIAEVitalStatisticsLog).



D. RECORDS - c ont i nued
14
OnCondition&
ConditionMonitored
PartRecords
maintenance activity and release to service record for installation on the
Aircraft. Parts installed on the Aircraft/Engine since the Aircraft/Engine was
new, and which have never been removed from the Aircraft/Engine, may be
evidencedbytheFittedListingprovidedatmanufacturebytheAircraft/Engine
Manufacturer(e.g.BoeingAircraftReadinessLog,AirbusAircraftInspection
Report,CFMIEngineDataSubmittals,andIAEVitalStatisticsLog).
15 RepairRecords
Certified records showing accomplishment of repairs to the Aircraft since
deliveryfromtheManufacturer.Repairsnotaccomplishedinaccordancewith
the Manufacturers SRM must show evidence of approval of the repair data
fromtheComplianceAuthority(e.g.FAAForm81103forAircraftdesignedin
theUnitedStates)andapprovalfromtheAirworthinessAuthorityoftheState
of Registration. Major repairs must have an FAA Form 337 or EASA/JAA
equivalentapprovingtheactualaccomplishment.
16 LastWeighingReport CertifiedcopyofthelastweighingreportaccomplishedfortheAircraft.
17 CompassSwingReport Ifrequired,Certifiedaccomplishmentandrecordingsofthelastcompassswing
18 BurnTestCertificates
Certification of compliance with Fire Blocking requirements of EASA CS25 or
FAR25.Certificatesrequiredfor:
SeatBottomFoam/SeatBackFoam/SeatDressFabric/SeatBottomCushion
Assembly/SeatBackCushionAssembly/Curtains/Carpets/GalleyFlooring
19 LastTestFlightReport
Typically, the report for the test flight accomplished as part of the Return
Conditions.
20 FuelSampleRecords
Recordsconfirmingthatthefuelineachtankhasbeensampledandtestedat
Returnandconfirmingthatnocontaminationhasbeenfound.


E. DRAWI NGS
1 LOPA
Passenger seating configuration drawing approved by the Compliance
AuthorityandtheAirworthinessAuthorityoftheStateofRegistration.
2
EmergencyEquipment
Layout
A layout drawing showing the location of the installed emergency equipment
required to comply with the operational regulations of the State of the
Operator, approved by the Airworthiness Authority of the State of the
OperatorandtheAirworthinessAuthorityoftheStateofRegistration.
3 GalleyDrawings GalleyManufacturersdrawingsofthegalleyinstallationandopenings

F. MANUALS
1 FlightManual LatestRevision
2
FlightCrewOperating
Manual
LatestRevision
3
QuickReference
Handbook
LatestRevision
4
MasterMinimum
EquipmentList
LatestRevision
5
WeightandBalance
LoadingManual
LatestRevision
6
AircraftMaintenance
Manual(AMM)
LatestRevision
7
IllustratedParts
Catalog
LatestRevision



F. MANUALS - c ont i nued
8 WiringDiagramManual LatestRevision
9
AircraftSchematic
Manual
LatestRevision
10 ElectricalLoadAnalysis LatestRevision
11
PassengerSeat
Component
MaintenanceManual
LatestRevision
12 GalleyManuals LatestRevision
13 IFEOperationsManual Ifapplicable Manual showingoperationofInFlightEntertainmentsystem.
14 MaintenanceProgram LatestApprovedRevision



APPENDI X B EXAMPLE PHYSI CAL I NSPECTI ON REPORT

Ex t er i or Condi t i on Poor Avg Fai r Good Ex c el l ent Comment s
Paint _____ _____ _____ _____ _____ _______________
Forward Fuselage _____ _____ _____ _____ _____ _______________
Mid Fuselage _____ _____ _____ _____ _____ _______________
Aft Fuselage _____ _____ _____ _____ _____ _______________
Belly Skins _____ _____ _____ _____ _____ _______________
E & E Compartment _____ _____ _____ _____ _____ _______________
Upper Wing _____ _____ _____ _____ _____ _______________
Lower Wing _____ _____ _____ _____ _____ _______________
Flaps _____ _____ _____ _____ _____ _______________
Ailerons _____ _____ _____ _____ _____ _______________
Horizontal Stabilizer _____ _____ _____ _____ _____ _______________
Vertical Stabilizer _____ _____ _____ _____ _____ _______________
Wheel Wells _____ _____ _____ _____ _____ _______________
Landing Gear _____ _____ _____ _____ _____ _______________
Wheels & Tires _____ _____ _____ _____ _____ _______________
Engine Nacelles _____ _____ _____ _____ _____ _______________
Thrust Reversers _____ _____ _____ _____ _____ _______________
Pylons _____ _____ _____ _____ _____ _______________
Doors _____ _____ _____ _____ _____ _______________
Cargo Compartment _____ _____ _____ _____ _____ _______________

I nt er i or Condi t i on
Passenger Seats _____ _____ _____ _____ _____ _______________
Lavatories _____ _____ _____ _____ _____ _______________
Galleys _____ _____ _____ _____ _____ _______________
Flight Attd. Stations _____ _____ _____ _____ _____ _______________
Windows _____ _____ _____ _____ _____ _______________
Overhead Bins _____ _____ _____ _____ _____ _______________
Ceilings _____ _____ _____ _____ _____ _______________
Sidewalls _____ _____ _____ _____ _____ _______________
Floor / Carpets _____ _____ _____ _____ _____ _______________

Coc k pi t Condi t i on
Seats _____ _____ _____ _____ _____ _______________
Instruments / Equip _____ _____ _____ _____ _____ _______________
Windows _____ _____ _____ _____ _____ _______________



APPENDI X C APPROVED VERSUS ACCEPTABLE REPAI R DATA
Under the United States Federal Aviation Administration (FAA) system, repair data can be classified as
either acceptable or approved. In European Aviation Safety Agency (EA SA) regulations, all repair
data shall be approved.
Under FAA jurisdiction airplane repairs can be classified as either major or minor. The responsibility
for determining whether a repair is major or minor rests with operators, repair stations, and holders of an
inspection or maintenance authorization. In the U.S., all operators have authority to use acceptable
repair data for minor repairs without additional FAA approval. Operators have many ways to obtain FAA -
approved repair data:

Accomplish the repair per the Boeing structural Accomplish the repair per the Boeing structural
repair manual (SRM) because all repairs in the Boeing SRM are FAA approved.

Apply to the FAA directly.

Use a DER, who has a special delegation from the FAA, to approve data for major repairs using
an FAA form 8110-3.

Where FAA authorization has been delegated to Boeing, a Boeing AR may approve the
engineering repair data on an FAA form 8100-9.

EASA regulations require approved data for both minor and major classifications of airplane repairs.
This policy is in contrast to the FAA system that requires approved data for major repairs only and
acceptable data for minor repairs. Additionally, EU operators under EASA regulations cannot make
determinations of minor or major for repairs unless they hold an EASA design organization approval
(DOA).
EU operators without an EASA DOA must rely on EASA directly or contract with an EASA-authorized
DOA holder to have the repair classified. There are different levels of EASA DOA authorization. For
example, Basic DOA allows the holder to classify major or minor repairs and approve minor repairs only.
A TC /STC holder with an EASA DOA can also approve both major and minor repairs.



FAA VERSUS EASA - MAJ OR AND MI NOR REPAI R OVERVI EW

FAADefinition EASADefinition FAARepairData EASARepairData
MajorRepair
Majorrepairsarethose
thatifimproperlydone,
mightappreciablyaffect
weight,balance,
structuralstrength,
performance,power
plantoperation,flight
characteristics,orother
qualitiesaffecting
airworthinessorthat;
arenotdoneaccording
toacceptedpracticesor
elementaryoperations.
Allotherrepairsthat
arenotminor.
Approveddatafromthe
FAAorFAAdesignee
designatedengineering
representative(DER)or
authorized
representative(AR)
ApprovedbyEASAor
EASAdesign
organizationapproval
(DOA)
MinorRepair
Minorrepairisany
repair,otherthana
majorrepair.
Aminorrepairisone
thathasnoappreciative
effectonthemass,
balance,structural
strength,reliability,
operational
characteristics,noise,
fuelventing,exhaust
emissions,orother
characteristicsaffecting
theairworthinessofthe
airplane.
Acceptabledatafrom
theoperatorortype
certificate(TC)/
supplementaltype
certificate(STC)holder
ApproveddatabyEASA
orEASADOA;or
acceptabledatafrom
theTC/STCholderor
thirdparty*
*Acceptabledata
developedunderthe
FAAsystemforaminor
repairwillbe
automaticallyapproved
byEASAunderthe
pendingU.S.EU
BilateralAviationSafety
Agreement.



APPENDI X D EXAMPLE LAYOUT OF PASSENGER ACCOMODATI ON (LOPA)



APPENDI X D EXAMPLE EMERGNECY EQUI PMENT DRAWI NG



REFERENCES
1. IATA - Guidance Material and Best Practices for Aircraft Leases. 1
st
Edition , February
1, 2014
2. IATA - Operating Lease of Aircraft - Guidance on Aircraft Lease Delivery and Return.
September, 2013
3. Approved Versus Acceptable Repair Data: How to Make Sure You Have What You Need
Boeing Aero Magazine Quarterly, Qtr_03, 2007
4. Aircraft Technical Records. Chris Brennan, Airline Fleet Management, April 09, 2013
5. FAA Advisory Circular AC No. 43-9C Maintenance Records, J une 6, 1998
6. Back-to-Birth Traceability and Life-Limited Parts. Airline Suppliers Association The
Update Report, Volume 7, Issue 1.
7. Summary of regulations concerning Aviation Maintenance Records. AirVault
(www.airvault.com)
8. IBA Maintenance Cost Journal Aircraft Deli very & Re-delivery. Issue 34

About t he aut hor :

Shannon Ac k er t is currently Senior Vice President of Commercial Operations at J ackson
Square Aviation where he has responsibility of the firms commercial activities including technical
services, contract development & negotiation, and asset selection & valuation. Prior to joining
J ackson Square, Shannon spent over ten years working in the aircraft leasing industry where he
presided over technical asset management roles as well as identifying and quantifying the
expected risk and return of aircraft investments. Shannon started his career in aviation as a flight
test engineer for McDonnell Douglas working on the MD-87/88 certification programs, and later worked for United
Airlines as systems engineer in the airlines 757/767 engineering organization. He has published numerous industry
reports dealing with aircraft maintenance economics and market analysis, and is a frequent guest speaker at aviation
conferences. Shannon received his B.S. in Aeronautical Engineering from Embry-Riddle Aeronautical University and
MBA from the University of San Francisco.

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2.1.2 Rec or ds Revi ew

Bridging of Maintenance Programs Perspective

A. STATUS LI ST - c ont i nued

D. RECORDS - c ont i nued

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